Method of generating power and apparatus therefor.



METHOD OF GENERATING POWER AND APPARATUS THEREFOR.

APPLICATION FILED MAR. 23, I914; Patented July 20, 1915.

4 SHEETS-SHEET $41 Iddzardlfiraj E. t. GRAY.

METHOD OF GENERATING POWER AND APPARATUS THEREFOR.

1 APPLICATION FILED MAR. 23, 1914.

Paten oe'd July 20, 1915. I

. I w /30 I 6'2 [9 A 2 ammom ji'dwardlf fird yz E. E. GRAY.'

METHOD OF GENERATING POWER AND APPARATUS THEREFOR.

' APPLICATlON FILED MAR.23.1914.

4 sums-sum 3L 7 ammo;

I v Edward if Gray E. E. GRAY.

METHOD OF GENERATING POWER AND APPARATUS THERE FOR.

' APPLICATION FILED MAR.23, 914.

1,147,085. v 1 atented Jill 20,1915.

4 SHEETS-SHEET 4- /I/Il ////A Suva V1101,

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' accompanying description and m er-Annamaria ante.

EDWARD E. GRAY, OF PLANO, ILLINOIS.

METHOD GENERATING POWER AND APPARATUS THEREFOR.

Specification of Letters Patent. 5 Patent-ed July 20, 1915.,

Application filed March 23, 1914. Serial No. 826,647.

To all whom. it may concern:

Be it known that I, EDWARD E GRAY, a

citizen of the United States, residing at Plano, in the county of Kendall and State of Illinois, have invented certain new and useful Improvements in Methods of (lenerating Power and Apparatus Therefor, of which the following is a specification.

This invention relates to methods of generating power and apparatus therefor; and it comprises more particularly a method of operating an internal combustion engine in which during each stroke, or during certain strokes of a power piston, a plurality of charges of hot COIllbllSt-IOILgiISQS are caused to impart impulses, in more or less rapid succession to said piston, the number of such impulses in any stroke being variableg'and the invention also comprises an engine in which such method may be carried out; the

invention being more fully set forth in the claims.

A principal object of the invention is to provide for developing'poiver by direct combustion of suitable fuel and expansion of the resultant ccn'ibustion gases in such manner as to secure flexibility in operation and control of internal combustion engines to a degree far beyond that heretofore attainable.

Another object of the invention is to provide an internal combustion engine espe cially adapted for use on automobilesand other .motor vehicles, said engine to have such flexibility of operation and control in the matter of speed and'power requirements as .to render possible the elimination of variable speed transmission gearing between the engine and the drive Wheels of the vehicle so universally employed heretofore.

Another object of the invention is to accomplish the foregoing and other desirable Eli,

thus far proved of a-n ractical value, the

results in a relatively simple manner While attaining high efficiency and consequent economy in engine operation.

Other objects of the invention will appear as the description proceeds.

Internal combustion engines have become highly developed in many respects Within recent years, but nometliiidhas heretofore been devised for controlling and varying their speed of operation except within comparatively narrow limits. The difliculty has been largely due to the fact that in all types of internal combustion engines which have impulse for each working stroke of the piston is provided by the explosion or other rapid combustion of a single combustible charge, this charge being ignited usually rather near the start of the working stroke and the expansion of the resultant hot combustion gases from this single explosion be ing relied upon to drive the piston to the other end of its stroke. This method neces sarily results in Wide variation in the intensity of drivin effort on the crank shaft during the Working stroke, varying from a sharp maximum at the moment of explosion or ignition to a relatively low minimum at the conclusion of the working stroke. The result'is a jerky or non-uniform thrust on the crank; and anything more than the roughest approximationto speed regulation is obviously out of the question. Greater smoothness of operation has been attained to some extent by multiplying the number of cylinders and arranging the relative angular positions of the several cranks in such manner as to secure a more constant resultant effort on the shaft.

Internal combustion engines have also been proposed in which a power piston uncovers several explosion ports successively during itspoWer stroke and thus receives a plurality of impulses; but the number of impulses per stroke in such engines remains constant. But the question of accurate and flexible regulation of thespeed of the engine shaft has remained to a large extent untouched.

A certain degree of speed regulation has It has therefore been necessary tointerpose variable speed transmission gearing between" the engine shaft and the driving wheels of the vehicle, the engine being per mittcd to run at its slightly variable normal speed, while the various component numbers of the transmission gearing are shifted as required to transmit modified motinfrom the engine shaft to the drive Wheels: Such transmission devices are of various ion types; but they are all more or less complicated and arenotoriouslytroublesome and unsatisfactory, as Well as expensive in first cost and upkeep. It 1s highly desirable,

therefore, that such variable speed transmission gearing be eliminated, and that the speed of the vehicle be controlled solely by regulating the speed of the engine. The attainment of this end forms, as stated, an important object of the present invention.

Broadly considered, the invention contemplates driving a reciprocable piston or equivalent power member by means of separate fluid pressure impulses, of which a plurality may be applied to the power memher during a single working stroke or phase movement thereof, and varying the number and rapidity of succession of such impulses per stroke or phase ni'ovement without any necessary fixed relation to the speed of said power memben Especially marked advantages are realized in applying the principles of my invention to internal combustion engines; and the invention thus finds its greatest utility at present in connection withengines of this general description. In the following discussion, therefore, the application of the principles of the invention to internal combustion engines, and more particularly to engines of the reciprocating type, Will be referred to at length in illustrating the best embodiment of the invention now known to me.

According tothe present invention, the force for driving the movable 'power' transmitting or motor element of the engine, as for example the piston in the case of a reciprocating engine, is derived not by ignitsingle relatively large charge of combustible mixture at each Working stroke or analogous movement of the motor element, but by igniting relatively small or fractional chargesnf comlmstible mixture and causing them to act successively on the piston during the Working stroke, the number of charges per stroke being capable of variation. In other Words, I make use of a plurality of explosions during each working stroke; and

the number of explosions per stroke may be varied from Zero to any desired maximum in accordance with power requirements:

That is to say, the range of variation may, and ordinarily does, include different pluralities of impulses per stroke. In this way the amount of power necessary at any given moment may be supplied with" substantially perfect accuracy; and consequently the speed of the engine may be con-' trolled with similar accuracy. It is obvious that inmany cases under this mode of opera tion, the charges exploded during the latter part of any Working stroke do not expand to anything like the extent possible.

It isitherefore particularly advantageous in the present invention to expand the exhaust gases from a high pressure cylinder to a low pressure cylinder in order that they may expand as far as is practicable and thus herein disclosed. however, that the invention is not limited utilize the energy of the gases as far as possible. I accordingly prefer to employ a compound engine in carrying out the method It is to be understood,

to a compound engine.

The successively acting relatively small charges may be caused to act on the piston in any suitable manner. Thus, the charges may be ignited in the high pressure cylinder itself, or they may be ignited outside the cylinder and the resultant .hot combustion gases caused to enter the high pressure cylinder in suitable succession. The important point is that the rapidity with which so these charges are ignited and consequently the rapidity with which the successive resultant impulses act on the piston shall be variable at the will of the engine operator to control and vary the speed of the engine 8:; shaft as requirements may dictate.

In order to properly regulate cylinder temperatures and also to obtain the full benefits of compounding the expansion, it is very desirable that a controllable amount -of water or water vapor be introduced into the high pressure cylinder with each of the successively ignited charges. Most .advantageously a small amount of Water is caused to enter with each charge at the moment of ignition, this water flashing instantly into steam which, after acting in conjunction with the hot combustion gases on the high pressure piston, is exhausted therewith into the lower pressure cylinder where it does further work. The absorption of heat by the evaporation of the water thus introduced aids materially in keeping the cylinder walls at the proper working temperature.

The essential principles of the present invention may obviously be carried out in various forms of engines differing from each other in details of construction. In order to illustrate more clearly the nature of the invention, I have, however, shown in the accompanying drawings one type of engine embodying the principles of my invention. In these drawings, Figure 1 IS a central longitudinal section through'the high pressure cylinder Fig. 2 is an elevation showingthe mechanism for actuating the valves Fig. 3 is asection through both cylinders on I the line 33 of Fig. 1; Fig. 4 is a detail of the low pressure cylinder, Water jacketed as at 19 within which reciprocates piston 20 connected by rodv 21 tocrank 22 on the engine shaft. The "cranks are best housed in a casing 23 of any suitable type. As shown,-

the displacement of the low pressure cylinder is materially 'greater than that of the highpressurefcylinder, and'the cranks are v set 180 degrees'apart. 'lheen'gine shaft is best provided with a re wheel 2'4: fixed thereto.

In the example here lustrated, air is compressed to asuitable pressure, to as high as 200 pounds for example, h'titside. the englue, and is carbureted at'orjust prior to t vely heavy fly admission to the enginew ldeparate charges of combustible mixture thus formed are ignited prior to actual admission into the high pressure cylinder itself, the ignited chargesbeing then-admitted ,in controlled sequence to the high pressure cylinder through a suitable inlet valve. As here illustrated, the high pressure cylinder is provided-at one end-with an extension or housing-25; water {acketed as at 26, and provided with a sli'g ranged to revolve itcharging valve or member. 28, provided; with a plurality of peck ets 29, in .this instance three, extending longitudinally of the valve member. he bearing faces 30 of the valve are suitably ,ta-' pered to conform with the tapering interior of chamber 27 so as toform a close liding fit therewith. This charging member may be, and advantageously is, hollow as shown at 31, to provide for internal water cooling. The chargingvalve is arranged to berevolved by mechanism to be hereinafter fully described. Chamber 27 communicates with the interior of the high pressure cylinder by way of a passage or combustion space 32, opening into the cylinder through tapered or conical port 33 ofv ample width located in the end of said cylinder in the present example. This port is controlled by a com.-

end of the chamber in which the valve stem works.

Combustible mixture under pressure is supplied to the pockets of the revoluble charging valve through a conduit "42and" a port 43 in the valve housing, the connection tly tapered cylindrical bore or chamber 27 within which is arcontrolled by a revoluble member 4% provided with a port or passage 45. By suitexplained later.

Opposite to the charging valve and at the same end of the cylinder is arranged the revoluble exhaust valve 48, contained in a housing 49 which may be water cooled as at 50, the valve being slightly tapered to closely fit a correspondingly shaped bore in the housing. The exhaust valve has alongitudinal passage or port 51 from which lead branches 52 and which are arranged substantially parallel to each other and extend radially from said central passage to the periphery of the valve'member. Branch 52 is arranged to register at proper times with exhaust passage 54 leading from the high pressure cylinder, while branch 53 is arranged to register simultaneously with inlet 55, whereby the exhaust gases from the high pressure cylinder may be admitted to the low pressure cylinder for further exv pansion.

Leading from the low pressure cylinder is exhaust port 56 with which is arranged to register at proper times a passageb? extending transversely through the valve member 48 'andserving to connect port 56' with discharge outlet 58 through which the exhaustfrom the low pressure cylinder is discharged into the atmosphere.

The exhaust'valve is oscillated to bring passages 52 and 53 into and out of registry with ports 54 and 55, respectively and to bring the passage 57 into and out of registr with. exhaust outlet 58, by means of cran 59 suitably keyed to the valve stem 60 and actuated by valve rod 61, driven by eccentrio 62 adjustablysecured to the engine shaft. Means are also provided for preventthe pockets of thech'arging valve during the exhaust stroke of the high pressure piston. In thev present-example this is accomplished" through the agency of a crank 62 also keyed to valve stem 60 and connected by link 63 to crank 64 keyed'to stem 65- of the controlling valve 44. The arrangement of parts is such at when exhaust valve 48 is inproper posi-i tion to connect the high and low pressure cylinder, the controlling valve44 "is turned conduit 42 and port43.

The operation of the parts thus far menmg the passage of combustible mixture into to cut oil communication between charging between said conduit and said port being tioned may be briefly described as follows: 30

The pocketed charging valve is arranged to be rotated in clockwise direction. During a working stroke of the high pressure piston, each pocket as it passes port 43 receives a charge of combustible mixture under pressure; and then passing further, the pocket is placed in communication with the space or passage 32, whereupon the charge is ignited by means to be described later. The presnLllG developed by the ignition of the charge forces the valve 34: inwardly, the highly heated explosion gases flashing past the lifted valve into the high pressure cylinder. The pocket in question is next brought into registry with scavenging ports 46 and 47, compressed air entering through 46 and sweeping out any remaining combustion gases in the pocket through port 47. The

valve pocket is then again presented to charging port 43 and goes through the same cycle of operations again. Each pocket of the charging valve goes through repeatedly the same cycle of operations just described, receiving a compressed charge igniting the pressure piston, the charging member revolves idly, no charges being received by its pockets and therefore none being fired into the high pressure cylinder. This operation of the controlling valve is subject to nfidifi cation under certain conditions as will appear hereinafter.

At about the same time that the controlling valve is thus turned to cut oil the charging ports, the exhaust valves 48 is rotated to open communication between the controlling valve at is turned to connect 4:2 and 43, while valve i8 is turned to cut off communication between the high and low charge which then enters the high pressure pressurecylinders and to place the low cylcylinder, and'then being scavenged in the third and last step of the cycle. The charging valveis rotated at a rate sui'hcient to produce the necessary or desired number of explosion impulses on the high pressure pisunder the particular conditions of operation at any given moment. In other words the frequency or rapidity of succession of these impulses, that is, the number of impulses per stroke and the intervals between succeeding impulses, may be varied at will by varying the speed. at which the charging valve is revolved; There is no necessary fixed relation between the speed or rate at which this charging member revolves and the speed of the engine. Thus the rapidity of succession with which the combustible charges are fired in impelling relation to a. power-transmitting or motor element of the,

engine, in this instance the reciprocating piston, may be varied asynchronously with respect to the movement of said motor ele ment or member. It is not to be inferred, however, that this method of operation necessarily excludes automatic actuation and controlof the revoluble charging member, although for certain purposes, and especially where the engine is employed onan auto vehicle, it is most desirable that such control be effected at the will of the operator, rather than automatically.

In the specific embodiment of the invention here shown, thecontrolling valve 44 is turned to-cut off communication between ports 42 and 43 at. or shortly before the end of the working stroke 'ofthe high pressure piston; and as long as the controlling valve is in this position, that is, substa ia throughout the exhaust stroke of hi primary cir 0 t1 inden exhaust'qaort 56 in communication with exhaust pipe 58 through transverse passage 57. The hi .1 pressure piston is then driven downwardly by theeuccessive explosion impulses imparted to it by the continued rotation ot' the charging valve, while the low pressure piston moves upwardly and exhausts waste expanded gases to atmosphere. The described movements of the controlling valve and exhaust valve are effected, as before explained, by means of the eccentric 62 on the engine shaft acting through the crank and link connections clearly shown in Fig. 2 and therefore occur in timed relation to the piston strokes.

Means for igniting successively the charges presented to the ignition space 32 by the revolving charging valve will now be more fully described. In the rear and of the charging valve are screwed or otherwiseim suitably secured spark plugs 66 one for each valve pocket. The sparkin terminalsof each plug are indicated at 67-438 in Fig. 1.

These plugs are electrically connected, re

spectively, as at 69 to segments '70 of a commutator (F1 2 at), the several segments: be-

.ing insulated from each other as at 71."

This commutator and the spark plugs connected thereto are mounted to revolve with the charging valve. Mounted on the valve housing is a brush holder 72 carrying a brush 7 3, pressed against the commutator as by spring 74. The brush holder is connected in the present example to the live terminal of the secondary windiii of a spark co'il (not shown) by a pair of ranch leads 75 and 76 which unite to form a single lead 77. connected-to the snark. coil. The timer in the spark coil makesthe tontacts per revolution of cylindrical'water chamber or reservoir surrounding the upper part of the valve stem. The combustion or ignition space 32 is connected to the upper part of said water reservoir by means of a bypass 113 provided with a ball check valve llt which is normally held on its seat by a spring 115, whose degree of compression may be varied by adjusting threaded abutment 116 Water preferably under pressure is supplied to the water reservoir through a supply conduit 117 opening into passage 118 leading to the reservoir and controlled by a ball check valve 119 normally held to its seat by a spring 120, having an adjustable threaded abutment 121.

The operation of the charge inlet valve above described will be readily understood from the foregoing. As each charge is fired into the chamber 32, an extremely high pressure momentarily results, which allows a small quantity of gas to pass around through passage 113, and check valve 114, into the upper part of the water reservolr. Almost simultaneously the gas pressure in chamber 32 lifts valve 31 from its seat, allowing the intensely hot explosion gases to pass out into the high pressure cylinder thereby decreasing the pressure in chamber 32. At the instant that valve 31 is thus lifted the high pressure gas trapped in the water reservoir forces sufiicient Water out through the passages in the conical valve head to equalize the difference in pressures between chamber 32 and the water reservoir. It is apparent therefore that a sudden squirt of water Will take place through the inlet valve 34 at the moment when the valve is completely surrounded with a mantle of burning gases rushing into the high pressure cylinder. The water thus injected immediately flashes into steam with the attendant advantages above set forth.

Means should be provided; for supplying air under pressure to be carbureted and introduced into the high pressure cylinder by Way of the rotary charging valve; and compressed air is also provided for scavenging the pockets of the charging valve as above described. Any suitable means for this purpose may be employed. For example an air pump may be driven fromthe engine shaft to compress air in a suitable storage tank or reservoir, from which the compressed air may be led by suitable ducts to the charging valve for mixture with fuel or for scavenging purposes. This pump may be conven-- iently arranged for automatic control like a Well known type of-compressor in common use-in connection with air brake systems, whereby the pump operates only so much of the time as is necessary to maintaina' given desired pressed air reservoir.

The'reservoir shpuld sufiiciently pressure in the comlarge capacity to insure maintenance of a substantial reserve of compressed air for starting the engine from'rest. The reservoir may also be provided with suitable pressure regulating means so that pressure of any desired degree may be maintained. The specific forms ofpump and reservoir to be used constitute no part of" the present invention and do not require illustration.

The air may be carbureted-iln' any convcnient way to form a combustible mixture. In the present example the fuel is assumed to be gasolene, for purposes of illustration; and it is introduced into the compressed air just as the air enters a pocket of the charging valve. In Fig. 7 is illustrated one form which the carbureting devicemay assume. A gasolene supply pipe 122 enters conduit 42 near its discharge end and is provided with a suitable atomizing jet or nozzle 123 which may be a needle valve provided with suitable flow-adjusting means (not shown).

A valve 124 in the supply is normally held closed by a spring 125 acting on extension 126 of the valve stem. Cams 127 are carried by a member 128 arranged to rotate with the charging valve and to engage extension 126 of the valve stem successively as the valve rotates, the number and arrangement of the cams being such that the valve is opened just as the a vancing edge of each pocket of the charging valve comes to the charging port 4245-44. Gasolene being supplied to the pipe 122 under suitable pressure, gasolene is injected through the atomizing nozzle as each pocket passes the charging port.

The operation of the engine is obvious from the foregoing description. Assuming the engine to be at rest, the shifting fork. 109 is pulled to the left to disengage friction disk 99 from the friction cylinder 97. By manipulating a suitable controller, current is then passed through the small starting motor which operates through its chain and sprocket connections to rotate the charging Valve. This causesasufiicient number of charges to be fired into the cylinder to start the engine. After the engine has attained or sequence withwhich the charges are firfed into the cyl'indflp may/he varied as desired by. shifting sleeveQfi along; its shaft by means of forked rod. or lever 9b in the manner already described. Movement of the sleeve-toward the center of the friction disk obviously diminishes the speed at which friction cylinder 97 is rotated, this speed being zero when the friction cylinder is at the center of the disk. Movement of the sleeve in the opposite direction increases the speed at which the friction cylinder is retated, a maximum being-attained at the periphery of the friction disk. Eyidently the described arrangement permits tne speed of the charging valve, and hence the rapidity employed in the single of succession of the. impulses supplied to the piston, to be varied Without fixed relation tothe speed of the engine. This provides for substantially perfectly flexible control of the speed at which the charging valve is rotated, and consequently of the power and speed performance of the engine.

The operation of the high and low pressure pistons in their respective cycles has been fully discussed above and does not need to be described further.

It isto be noted that the separate indi vidual charges introduced by the rotating charging valve are best relatively small, much smaller than the charge ordinarily engine. The number of such charges intro duced during any working stroke of the engine varies of course with the varying re quirements to which a given engine is subjected; and it may also obviously vary in different engines constructed in accordance with the present invention even when'such engines are operating under the same conditions. -()rdinarily the sequence of charges will be most rapid when the engine is being started. a

While I have illustrated in the present example means for maintaining the ignition circuit open during the high pressure exhaust stroke, and in practice this is a convenient arrangement, it is not essential to provide such means for the reason that in the specific form of engine-here shown, the charging port is closed during the high pressure exhaust and thus no charges are introduced into the pockets of the charging valve during this stroke. If the charging valve is rotating very slowly at the moment the high pressure piston begins its exhaust stroke there may occasionally be a residual charge in one of the pockets not yet ignited -which would be fired during the exhaust stroke if the ignition circuit remained closed. But this would do no special harm because the ignited charge would simply expand into the low pressure cylinder, the high and low pressure cylinders being in free communication during the high pressure exhaust stroke. It is to be understood therefore that means for periodically interrupting the ignition, while convenient, are not essential and may be dispensed with.

It means for breaking the ignition cirexplosion type or".

cuit are-employed, as described, it is evident that the charging port may remain open continuously instead of being closed during high pressure exhaust. In such case the charges received by the pockets during ex- 7( haust would remain unignited and would be scavenged to Waste. This would mean uneconomical operation of the engine; but by providing means for cutting cit c'ompressed air from conduit e6 during high' pressure exhaust this Waste can be avoided. Furthermore, the engine will still operate it the charging port always remains open and the ignition is uninterrupted. Under these conditions, charges fired into the high 'presso sure cylinder during the exhaust stroke. of its piston pass largely into the low pressure cylinder at once. The fact that the low pressure piston is of much greater area than the high pressure piston insures large excess of 5. pressure on the low pressure piston and hence uninterrupted operation of the engine. Variations such as those just mentioned are typical of many changes which may be made within the scope of the present invention.

In describing starting the engine, it was assumed that the high pressure piston had stopped at some point during its downward or power stroke, the charging port being open and the ignition circuit closed. lVith the present type of engine, however, the high pressure piston may come'to rest at any point in either stroke when the engine stops. It the piston comes to rest during its exhaust stroke, it is evident that in the par-' ticular embodiment of the invention here illustrated the charging port 42-43 will be closed and the ignition circuit open; and

under these conditions rotation of the charging valve does not-suflice to start the engine, unless auxiliary means of some nature are provided to introduce combustible mixture into the pockets of the charging valve and to insure ignition thereof. For this pur pose various expedients may be adopted. In 11d the present vexample I provide a secondary compressed air conduit 130 opening directly into the chamber of the rotary charging valve. This conduit has a valve 131, provided with an arm 132 secured to its stem. The valve may be opened or closed by means of a' rod or the like 133 connected to said arm and operated in any convenient way vidcd with a valve 185 normally held closed 25 by a spring 136 acting on shouldered extension 137 of the valve stem. This valve is arranged to be lifted by' an v convenient mechanism to spray fuel from the atomizer as each charging pocket passes the end of the secondary I 'similar to that operating the valve of the main fuel supply pipe, and it is deemed unnecessary therefore to illustrate it.

In order to start the engine when the high pressure piston has come to rest during its exhaust stroke, it is only necessary to close the switch 75, open valve 131 and start the electric motor, all three operations being conveniently effected by common actuating means, if desired; whereupon the charging valve rotates and fires successive charges into the high pressurecylinder. Since the high and low pressure cylinders are in free communication in this phase, the low pres-- sure cylinder is forced down by reason of its greater area, while the high pressure cylinder completes its exhaust stroke. As soon as the engine is well started, current is shut ofi from the motor, switch is opened and valve 131 closed, the engine then continuing its normal operation.

N0 specific means for reversing the engine is here illustrated; although the use of any suitable mechanism, Where necessary, is contemplated, Then the single acting engine here illustrated is used on an automobile or the-like, itis sometimes more convenient to employ a reversing gear between the engine Ed the driving wheels of the vehicle, and'to a cfilate the same by any suitable-type of clutch device. v

Vl hile I have illustrated a single acting engine in the present instance, the principles of the invention may of course be embodied in a double acting engine by comparatively simple alterations in design. For example, the arrangement of charging and exhaust valves here shown may be provided at both ends ofla closed cylinder; and in such an arrangement, the engine may be readily reversed by shifting the positions of the valves at theopposite cylinder ends in a well known manner. invention it also to be understood that the is not restricted to compound en gines, although for many purposes, its advantages are realized to a greater extent in a compound engine than in a simple engine. The principles of theinvention are also applicable to multicylinder engines, either simple or compound.

The engine of the present invention as here illustrated is adapted for use with practically any fuel which can be mixedin the form of vapor or gas'with air to form a combustible charge, such as gasolene, benzin, 'alcohol, fuel gas, etc. Eprth'e sake of simplicity, a'single acting engine has been se lected to illustrate the. principles of the invention; :It

is to be understood, however,

-ierent pluralities of that the same principles can be embodied in a double acting engine by obvious modifications in design.

\Vhile the invention has been described more particularly in connection with internal combustion engines,-and while, as stated it is peculiarly adapted to and of greatest present utilityrin such use, nevertheless in its broader aspects the invention is not limited in its application to internal combustion engines.

l hat I claim is:

1. The method of generating power which comprises subjecting a movable motor element to successive fluid pressure impulses, and varying the rapidity ofsuccession of such impulses while aid element is moving and without fixed relation to the speed different pluralities of impulses per phase movement ot'said element.

2. The method oi? generating power which comprises expanding a plurality of separate portions of hot combustion gases successively in impelling relation to a movable motor element, and varying the rapidity of succession of such impulses while said element is moving and without fixed relation to the speed thereof, the range of variation including difimpulses per phase movement of said element.

3. The method of generating power which comprises subjecting a reciprocable piston to successive impulses derived from the expansion of a compressed fluid, and varying the rapidity of succession of such impulses while the piston is moving and without fixed relation to the speed thereof, the variation being conducted in such manner as to subject said piston to difl'erent pluralities of impulses per working stroke.

l. The method of operating an internal combustion engine which comprises igniting separate combustible charges successively in innielling relation. to a reciprocable piston, and varying the rapidity of succession of such impulses while said element is moving and over a range of variation which includes different pluralities of impulses per phase movement of said element.

The method of operating an internal combustion engine which comprises firing combustible charges successively in impelling relation to a movable motor element of said engine, and varying the rapidity of firing in accordance with power requirements While the engine is operating and without fixed relation to the speed of the engine, the range of variation including different pluralities of impulses per phase movement of said element.

(i. The method of operating an internal combustion engine which comprises firing r ela tively small combustible charges in very rapid successionin impelling relation to a movable motor element of said engine, and Varying the rapidity of firing in accordance with power requirements while the engine is operating and without fixed relation to the speed of the engine, the range of variation including different pluralities ofjmpulscs per phase movement of said element.

i. The method of opcratinga reciprocating internal. combustion engine which comprises firing a plurality of fractional combustible charges successively in impelling relation to the engine piston during a working stroke thereof, and varying the rapidity of succession while the engine is operating and in such manner as to act upon said piston with different pluralities of charges per working stroke.

8. The method of operating a reciprocating internal combustion engine which com prises firing charges successively in impelling relation to the engine piston, and varying the rapidity of firing in such manner as to subject the piston to (llifilfilli, pluralities of impulses per working stroke in accordance with power requirements.

9. An engine comprising the combination, with 'a power cylinder and a. piston reciprocable therein, of means operable tosubject said piston to a plurality of separate fluid pressure impulses during a working stroke, and mechanism for regulating the operation of said 2 cans in such manner as to vary the rapidity of succession without fixed relation to the engine speed and the number of such impulses per working stroke over a suitable range of di'i'i'erent pluralities in accordance with power requirements.

'10. An ermine com )risin the combinan l 2-: tion, with a power cylinder and a piston reciprocable therein, of means for subjecting said piston to a variable plurality of separate fluid pressure impulses successively per working stroke, and means movable at variable speedto vary the rapidity of succession of such impulses in such. manner as tov subject said piston to different pluralities of impulses peuworking stroke.

11. in an internal combustion engine, the combination, with a power cylinder a piston reciprocable therein, of means for igniting a plurality of combustible charges successively in imp'elling relation to said pis ton during a single stroke thereof, and

means movable at variable speed to vary the number of charges per stroke thus ignited .over a range of values including different pluralities. v

12. Invan internal combustion engine, the combination, with a power cylinder and a piston reciprocable therein, of means for igniting a plurality of combustible charges successively in impelling relation to said piston during a single stroke thereof, means for varying the number of charges per 7 stroke thus ignited, and means for utilizing combination,

'igni ting a adapted to be .water into said cylinder,

the energy of the gases exhausted from said power cylinder.

13. In an internal combustion engine, the

combination, with a power cylinder and a piston reciprocable therein, of means for igniting a plurality of-combustible charges successively in impelling relation to said piston during a single stroke thereof, means for 'arying the number of charges per stroke thus ignited, and asecond power C371". inder arranged to receive the exhaust from tho first cylinder.

14-. Inan internal combustion engine, the with a power cylinder and a piston reciprocable therein, of means for igniting a plurality of combustible charges successivelyin impelling relation to said piston during a single stroke thereof, means adapted to be operated during the opera-- tion of the engine for varying the number of charges per stroke thus ignited, and means for introducing water into said cyh inder. v

in an internal combustion. engine, the combination, with a power cylinder and a piston reciprocable therein, of means for plurality of combustible charges successively in impelling relation to said piston during a single stroke thereof, means operated during the operation of the engine for varying the number of charges per stroke thus ignited, and means for introducing water into said cylinder with each charge ignited.

16. In air-internal combustion engine, the combination, with a power cylinder and a piston rcciprocable therein, of means for igniting a plurality combustible charges successively in impelling relation to said piston during a single stroke thereof, means for varying the number of charges per stroke thus ignited, means for introducing and -means for further expanding the exhaust from said cylinder to perform useful work.

17. In an internal combustion engine, the combination, with a movable power-transmitting element and a shaft arranged to be driven thereby, of mea s for igniting separate combustible cha successively in impelling relation CO SEUd p0Wer-transmitting clement, and'variable speed transmission mechanism connecting, such igniting means with said shaft, whereby the rapidity of succession with whichsuch chargesare ignited may be varied without fixed relation to the speed of the shaft.

18. In an internal combination, with, a power cylinder and a piston reciprocable therein, of a movable admissionmember operable to admit in sequence to said cylinder during any=working stroke a plurality of separate quantities of combustion gases under pressure in impelling relation to said piston, and mechanism combustion engine, the

for controlling the rapidity of operation of said admission member, whereby the number of such quantities admitted per stroke may be varied.

19. An engine comprising the combination, with a power cylinder and a piston reciprocable therein, of means operable to subject said piston to a plurality of separate successive fluid pressure impulses in a single working stroke, and variable speed mechanism coiiperating with said means and operable to vary the rapidity of succession and the number of impulses per worlring stroke over a range including different pluralities.

20. An engine comprising the combination, with a movable power-trausmitting member, of unitary means movable to subject said member during a definite phase movement thereof to a succession of separate fluid pressure impulses, and mechanism for controlling the speed oi said means and thereby varying the number of such impulses to which said member is subjected during any such movement.

'21, In an internal combustion engine, the combination, with a movable motor element, oi. means for firing combustible charges successively in impelling relation to said motor element, and variable speed mechanism cooperating with said means and operable to vary the rapidity of firing asychronously with respect to the movement of said element.

"22. In an internal combustion engine, the combination, with a combustion cylinder, a piston reciprocable therein, and a shaft arranged to be driven by said piston, of mecha-.

nism operable to fire a plurality of combustible charges in. impelling relation to said piston during a stroke thereof, and variable speed gearing connecting said shaft with said mechanism and arranged to operate the latter. i

23. In an internal combustion engine, the

combination, with a cylinder and a piston eciprocable therein, of movable admission means connected to said. cylinder, and variable speed means for operating said admission means to admit a plurality of' charges to said cylinder during a single stroke oiithe piston and at a rate bearing no fixed relation to the speed of the engine.

24:. In an internal combustion engine, the

combination, with a cylinder and a piston.

reciprocable therein, of a revoluble charge member having a. plurality of charge pockets adapted to be brought into operative relation' successively with said cylinder as said member is revolved, means for supplying charges 'to said chambers, and variable speed means for revolving said charge member and tlilereby delivering a variable p1urality of charges to said cylinderduring a stroke of sa d piston.

25. In an internal combustion engine, the combination, with a cylinder, a piston reciprocable therein and a shaft driven by said piston, of a revoluble charge member operable to supply a plurality of charges to said cylinder during a single stroke of the piston, and mechanism for driving saidrevoluble charge member from the engine shaft but at a rate variable without fixed relation to the speed of said shaft, whereby the number of charges per stroke may be varied.

26. In an internal combustion engine, the combination, with a cylinder, a piston reciprocable therein and a shaft driven by said piston, of a revoluble charge member operable to supply a plurality of charges to said cylinder during a single stroke of the piston, mechanism for driving said revoluble charge member from the engine shaft but at a rate variable without fixed relation to the speed of said shaft, whereby the number ofcharges per stroke may be varied, and supplemental means for revolving said charge member when starting the engine.

27. In an internal combustion engine, the combination, with a cylinder and a piston 'reciprocable therein, of a revoluble member having charge pockets adapted to register successively with a passage leading to said cylinder, means for revolving said member at a rate variable without fixed relation to the speed of the engine, means "for charging each pocket with combustible mixture prior to registry with said passage, and means for igniting the charge in-each pocket when suchipocket is in registry with said passage. 28. In an internal combustion engine, the combination, with a cylinder and a piston reciprocable therein, of a revoluble member having charge pockets adapted to register successively with a passage leading to said cylinder, means for revolving said member at a rate variable without fixed relation to the speed of the engine, means for charging each pocket with combustible mixture prior to registry with said passage, means for igniting the charge in eachpocket when such pocket is in registry with said passage, and an automatic valve controlling said passage and arranged to open toward said cyl-- inder. I

29. In an internal combustion engine, the

combination, with a cylinder,'a piston repocket after it has passed beyond said passage. and means for revolving said charging valve at a rate variable between appropriatelimiis but without fixed relation to the speed ofthe engine.

30. An enginecomprising the coinoination, with a power cylinder and a piston arranged to work therein. of admission means movable to subject said piston to successive fluid pressure impulses, and provision for driving said admission means continuously but at a rate variable without fixed relation to the speed of the engine and over a range of'variation giving different pluralities of impulses for working stroke.

31. An engine comprising the combination, with a power cylinder and a. piston e rranged to work ther in of a member movable to subject said piston to successive fluid pressure impulses. and means for driving said member at different speeds Without fixed relation to the speed of the engine, including a speed giving a plurality of inrpulses per working stroke.

32. in internal combustion engine comprising the combination. with a power cylin- ,der, a piston arranged to work therein. and

a shaft driven by said piston, of a member movable to subject said piston to successive impelling charges, mechanism for said movable member from said shr means for varying the speed of driving without fixed relation to the speed of the shaft over a range including a speed giving a. plurality of charges per working stroke.

33. An internal combustion engine comprising the combinati' v with a power cylinder and a piston arranged to work therein, oi ineans'niovable to subject said piston to successive impelling cl jfcs, andmechanism for driving said means at different speeds without fixed relation to the en a speed. including a speed giving plurality of inipelling rlmrges per working stroke.

l-l. An internal combustion engine com-- prising the combination. with a power cylinde and a piston arranged to work therein.

of means movable at di tl'erent speeds to subjert said piston to successive impelling charges, the rapidity of succession being proportional to the speed of said movable means, and mechanism for varying the speed of said movable means without fixed relation to the engine speed and over-a range including a plurality of charges per Working stroke.

An internal combustion engine comprising the combination, with a power cy l inder and a piston arranged to work therein;

variaole speed, the from zero to;

means movable to adin polling charges e at the san single woi vision for such movable is ralities 9e.

31'. The method or which comprises sohj ct element to snecessr pulses. and varyi; sion of such impn moving and without lifted ion to the speed tllereo range of variation ini ulses per phase p z saeeesnib sa'd ele. ent 1s ting power lg a plnrality of i not combustion gases in nipelling relation to a mov- 4 or ch22 ;1t,e ad a 'ying the rapidity of succession of such impulses while said element is moving and without fixed relation to the speed thereof. the range of variation including a plurality of impulses per phase movement of said element.

as. The method of operating a. reciprocating; i ternal combustion engine which comprises firing combustible charges suecessively in impelling relation to the piston of said engine, and varying the rapidity of firi in accordance with power require me ts while the engine is operating and without fixed relation to the speed thereof, the range. of variation including a plurality of impulses per, working stroke.

In testimony whereof I have signed'this specification in the presence of two subscribing witnesse 'ros EDWARD E, GRAY, 

